Cushioning mechanism for railway vehicles



D. WILLISON CUSHIONING MECHANISM FOR RAILWAY VEHICLES Filed April 21 1951 July 30, 1957 3 Sheets-Sheet l INVENTOR. DONALD MLL/so/v BY W A TTORNE Y July 30, 1957 D. WILLISON CUSHIONING MECHANISM FOR RAILWAY VEHICLES 3 Sheets-Sheet 2 Filed April 21 1951 INVENTOR. DONALD III/ILL/SON y I ATTORNEY July 30, '1957 D. WILLISON CUSHIONING MECHANISM FOR RAILWAY VEHICLES 3 Sheets-Sheet 3 Filed April 21 1951 INVENTOR. DONALD W/LL/so/v ATTORNEY 2,801,010 Patented July 30, 1957 CUSHIONING NLECHANISM FGR RAILWAY VEHICLES Donald Willison, Maple Heights, hio, assignor to National Malleable and Steel Castings iltllliniiilzv', Cleveland, Ohio, a corporation of Ohio Application April 21, 1951, Serial No. 222,218

3 Claims. (Cl. 213-45) My invention relates to cushioning mechanism for use on railway vehicles, and more particularly to a draft gear of the compensating type, in which all free slack between the draft gear and draft gear yoke, and between the draft gear and the draft gear pocket, is eliminated.

This invention pertains to a draft gear comprising a pair of cushioning units, one of which is encircled and carried by a draft gear yoke, and the other of which is disposed rearwardly of the yoke and within the confines of the draft gear pocket, the units being so constructed and arranged as to be compressed in series under bufiing loads, while under draft loads only one of the units is compressed.

A feature of this construction is that my draft gear provides for greater travel and capacity in buff than in draft, this being desirable in view of the fact that buffing loads are generally of greater intensity than draft loads.

Other various features and advantages of my invention will be set forth in the accompanying description taken in conjunction with the drawings, in which:

Fig. 1 is a sectional plan view of a draft gear of the compensating type embodying my invention, the mechanism being applied to a freight car of conventional construction.

Fig. 2 is a side elevational view of my draft gear shown in Fig. l.

Fig. 3 is a sectional plan view of my draft gear pan tially compressed in buff. 7

Fig. 4 is a cross-sectional view taken along line 44 of Fig. 2.

Fig. 5 is a sectional plan view of a modified form of my invention. Y

Fig. 6 is a side elevational view of the modification shown in Fig. 5.- a

Fig. 7 is a sectional plan view of the modified form of my draft gear partially compressed in buff.

Referring to the drawings, and more particularly to Figs. 1 and 2, I have shown the spaced center sills 10 of a railway car and a draft gear pocket 12 formed by the sills, the front draft lugs or stops 14, and the rear bufiing lugs or steps 16. The conventional striking castinglS is secured to sills 10, the inner ends of the casting forming the front stops 14 of the draft gear pocket. The yoke 20 comprises head 22, horizontal straps 23 and transversely extending end portion 62 joining straps 23. Portion 62 preferably extends the full width of the spacing between center sills 10. It will be noted that yoke head 22 is similar in construction to the head of the Association of American Railroads (A. A. R.) standard vertical plane horizontal key yoke as the Y-40.

The shank 24 of the car coupler is connected to the yoke by the horizontal key 26, of conventional construction, which extends laterally through slot 27 in the yoke head and through aligned slots 28 in center sills 10 and in side walls 30 of the striking casting. Slots 28 are of sufficient length that the ends thereof are at no time engaged by key 26 during draft and buffing movements of the coupler and yoke. Slot 32 in the coupler shank is preferably of slightly greater length than the width of key 26, leaving a clearance as at 34 between the key and the forward end of the slot when the mechanism is in neutral position, as in Fig. l.

My draft gear comprises a pair of cushioning units 36 and 38 arranged in longitudinal alignment, each unit being formed of a group of compression pads 40, preferably of the type disclosed and claimed in the copending application of Donald Willison and Hubert L. Spence, Serial No. 138,614, filed January 14, 1950, now Patent Number 2,686,667, issued August 17, 1954. Each pad, except the end pad of each group, consists of a metal plate 42 with a cushion of resilient material, such as rubber, bonded to each face. The surface of the rubber is corrugated, as I have found that a cushioning pad of that type combines very desirable compression qualities with a high degree of durability and sturdiness. The end pads of each group have rubber bonded to one face only, thus avoiding any rubber to metal contact at the working faces of the end pads.

Cushioning unit 36 has a forward follower 46 for engagement with draft lugs 14. Follower 46 comprises a forwardly extending abutment portion 50 for engagement with the end surface 52 of the coupler shank. Thus buifing loads are transmitted from the coupler shank to follower 46 and thence to cushioning units 36 and 38. It is to be noted that the abutment portion 50 may comprisea separate piece secured to the follower'as by welds 54, or it may be formed integral with the base portion. coupler forwardly to allow greater clearance between the coupler horn 49 and front surface 51 of the striking casting so as to utilize the greater travel of the draft gear in bufi.

It will be observed that forward cushioning unit 36 and follower member 46 are encircled and carriedby the yoke 20, the rear end of the cushioning unit engaging abutment surface 58 on end portion 62 of the yoke. It will be apparent that in draft, as the yoke is pulled forwardly by the coupler through key 26, unit 36 is compressed between follower 46 and surface 58 on the yoke.

With this arrangement the forward abutment within the yoke, for cushioning unit 36, is provided by end surface 52 of the coupler shank, while the rear abutment is provided by surface 58 on the yoke. End portion 62 of the yoke may be cored, as at 69, to lighten the mechanism and yet maintain adequate strength.

Compressed between end portion 62 of the yoke and rear abutment member 68 is rearward cushioning unit 38. In effect, rearward unit 38 reacts between forward unit 36 and member 68 to urge front follower 46 into engagement with stops 14 and member 68 in engagement with rear stops 16. Unit 38 is preferably encircled by a retaining band 65 comprising a plate 64, to which is affixed a U-shaped portion 67. It will be observed that a clearance as at 70 exists between member 68 and the rearward end of the band to allow the unit to expand in draft from its initial precompressed condition, as will be hereinafter explained. It will be clear that member 68, which engages rear stops 16, serves as a base of resistance against which unit 38 is compressed in buff. The primary function of the band is to aid in the assembly of my draft gear and to maintain the rear cushioning unit in alignment during operation of my draft gear. It will be noted that during the actual operation of my draft gear, plate member 64 acts merely as a shim between the front of cushioning unit 38 and the abutment surface 61 on the yoke.

The draft gear is assembled as follows: The forward follower 46 is inserted between the yoke straps 23 and moved forwardly into engagement with rear edges 74 of the yoke head. Next, the forward group 36 of pads 40 is The purpose of abutment 50 is to, move the 3 inserted intotheyokebetwe'enfollower 46 and abutment surface'58; Then the yoke is placed upright in a press, supported on surface 61 of end portion 62 of the yoke.

' Pressure is appliedto the draft lug engaging .faces 48 of into-position in the draft gear-pocket in 'the;car;;witl1 1' follower "46 in engagement with 1 front -stops 14, after which thefront "support plates 78"are sec'uredto the ceritejrsil-lslll. "The coupler shank :24'is then insertedinto pdsition within the ryokeihead, and the'yoke connecting key 26-is applied; It'is to be noted that tlieilength'of Qtallics1ugis 80should be suchjast'o position follower dt fl w w r lv in t e yoke to allowkey 2'6'to; be-fireely applied a 7 R l V Nexti ahutment ,member '68, together with the rear ward group 5B of cushioning pads f 40; is j placed into position within retaining band-65. The assembly is ilien placed upright' inia 'pr'ess "supported on fth e bufljng plate memb'ei flhnd-pressure-isapplied to the buffing l ig V engaging face 79 of the abutment me mber'68 to 'com- :press the -cushioning unit,pthus permittingthe insiertion of nietallic-slugs slorother suitable fillers betweenfmember 8}a1id the adjacent portion of band 65; as illustrated in Fig. 3 -Re"cesses 82 are provided in the *lower'strap ori r iner 6s-,;tarough which slugs 81=are inserted; =It is .4- a and its associated rear stop lugs 16. It will also be apparent that-end portion 62 of the yoke'is held tightly between the adjacent ends of units 36 and 38; It will thus be seen that my invention automatically eliminates all free slack between the cushioning mechanism and the draft gear yoke, and between the cushioning mechanism and the draft gear pocket in the car.

The operation of my draft gear under a bufiing load is as follows: The bufling load is transmitted by the coupler shank 24 to forward follower 46 and thence to cushioning units 36 and 38. It willbe apparent that upon the application of the bufli'u-g'lo'ad the gear will begin tocompress after the initial compression'of 10,000 pounds applied to rearward unit 38 is overcome. As the load exeeeds'l0,000 pounds rearward unit 38 alone will be compressed from its original assembledposi-tion, as shown in Figs. 1 and 2. Thus the bufling load is transmitted through forward unit 36 and end portion 62 of theyoke to unit 38 and the latter alone is compressed until the buflingfload equals the initial compressionload;of' 20;000

pounds on forward unit 36. Thereafter as the coupler co'ntinuesto move in buff both cushioning -units-eompress in series and inefi'e'ct act as agsingle'unit during. the "remainder of the buffing travel. All of the cushioning V pads are therefore effective in cushi-oning-bufiing loads.

This action constitutes a feature of the invention. V

In Fig. 3 the 'gear is shownsubjected to a'bufiing load which exceeds the initial compression applied co-forward unit '36 so that both units are shown compressed from- T0136 bs'el'ivediihai 23 slts'hollldbe"ifsilfficint i fi l g s 5 their initial assembled position. All of 'the'pads'in each so as m p'rotrud downwardly through the recesses 82,1 7 thus facilitating' suhsequent removal of the slugs,- as will heliereinaftr explained: -The--assembly is now removed from the/press and placed-into positionin the draftgear pocke'f of the-"car; -It'is-t-o be noted that thethickness-of the'slugs whichhold unites under compression should be suflicient to permit'the assembly to be moved freelyd-nto position between end surface 61 of the yoke and Iearstops 16. Thereafter the rear -support-plates' 86 are se'eured to centerJs'iIls- IO;" 1

slugsi fi fli-and' 81, respectively; may be'removed by applying'.:ai-b1iffing load. to "the gear sufficient*to'exceed-the initial compression-of forward cushioning unit'36. Such a l'oad'in' bufi will release the slugs, allowing slugs *80 to fallrfreelysirom their positionbetween the yoke-{head andwthef follower member and allowihg slugs '81 to fallfreelylthrough the recesses 82 in 'ret-aininghahd65f .As'rwilli-be seen in Figs; Z-and 4, a ch-annel-shaped I aligning member 88 is-providedd'irectly above retaining band" and-i's afiixed,..prefer.ably by welds, to the-inner surfaces of the top web90'of the center sills 10. The pur-- poseofthe-aligning memberSS isto preclude any undue verticalidisplacment of. cushioning-unit 38 of-my =d'raft-5 gear-inservice.

The variousele ments of the draft gear are'so dimensionedand arranged that upon assembly the'reofin'the 4 draft gear pocket of the can-theforward cushioning unit- 36 ;isipl aced'i1nder a substantial compressiveloadof about 20,000 pounds, forex-ample, 'whilethe rearward cushioning 38'is'iplaced under a compressive load of about 10,000: pounds.- The '20-,000-poun'd load on the forward unit-reacts at one end a'gai'n'st "rearward abutment surf-ace 58in tlieiyoke, and a t-the other end through follower-.4615 against surface/52 on the coupler 'shank, and thence f through ke is the head 22 of the yoke. The 16000- assiiring' 'jti ght l ngag e ment between follower 46 and its associated stop, 1121gs 14 and hetweenabutment mem er 16$ 40 A'fter"the as'sernbly 'of-the draft gear intdthdraftgear i pockethas' been completed, .both forward' and rearward group are compressed the same amount and all act in series 'to'resist the load. Itwill-be observed that during.

the application of buffing loads to the draft gear,ryoke 20 is inactive so far as theitransmission of such loads is concerned, Therefore, neither the yoke head 22 nor yoke straps 23-carry any bufiing forces. End portion 62 of V the yoke, which is interposed between units 36' and 38,

serves to pull the yoke rearwardly in bufi, and it will .be

apparent that the yoke will move rearwardly the same amount that rearward'unit 38 is 'compressed'during the I application of the bufling load. As the coupler is subjected to a bufling load it carries key 26.rear.wardly, Q after'clearance 34 between the key and the key slot in :1 the shank has been taken up. It will be observedthat' slot 27 in the yoke and slots 28in the striking casting and center sills allow for unrestricted rearward'movement of the key in bufi.

Under a pulling or draft load the coupler shankvtran ini'ts the load through key 26to yoke'head '22 and straps 23 to end portion 62 of-the yoke, causing it to'move forwardly'and compressing theforward'cushioning unit 36 against follower 46. At the same time, because of the'for'ward' movement-of yoke portion 62, rearwafdcushioning unit 38 expands "from its initialassembled position. Itbe observed that the expansive force of-unit 38"acts' to urge the: yoke forwardly so thatthe pulling f forcerequired @to'start compression of the forward cushioning unit'r36 isequal to the difierence in the initial com pression'loadinjgs applied to the forward and'rearward cushioning units during assembly. Thus utilizingithe compressionvalues given heretofore, an initial forcelof 10,000 pounds in draft is required before the forward cushioning unit begins to compress. As the, pulling load 1 increases it causes. the forward cushioning unit. to con-3 time to compress until the entire pulling load has been dissipated.

An important feature of my draft gear resides in the elimination of all metal-to-metal stops for limiting travel of the draft gear, such as are required infliction type draftflgears. 'Thus the normal running shocks -of draft i andlhufi as well as the'shocks resulting from abnormal operations are at-all .times cushionedby rubber.-

greater or lesser amount of pads than have been shown Any variation in the number of in the forward unit. pads in the forward unit affects only the characteristics of the gear in draft, the butting characteristics remaining the same so long as the total number of pads in the gear is constant.

The modification shown in Figs. 5, 6, and 7 is for use with a swivel butt type of coupler shank and yoke connection. In this arrangement the shank 92 is shown connected to the yoke 94 by means of swivel pin 96. The yoke 94 comprises head 98 which is similar in construction to the yoke head of the A. A. R. standard vertical plane swivel yoke, known as the Y-30. As usual, in this type of connection, horizontal key 26' extends laterally through slots aligned 28' in center sills and in side walls 30' of the striking casting and through coextending slots 100 and 102 in the coupler shank and in the yoke head, respectively.

It will be noted that horizontal key 26' serves no other purpose in this construction than that of an emergency alternate connection to prevent the coupler shank from being pulled free of the car in case of failure of yoke straps 118. Slots 28' are of suflicient length that the ends thereof are at no time engaged bykey 26' during normal operation of the draft gear. Also, it will be observed that the coupler shank 92 and the yoke 94 move longitudinally as a unit during the application of draft and buffing forces to the mechanism.

In engagement with the front abutment 104 in the yoke is the follower 108 comprising a yoke-engaging abutment portion 112, and draft lug-engaging portions 114. In engagement with the rear abutment 106 in the yoke is another follower 116. It will be observed that the cushioning followers 108 and 116 are of lesser height than the spacing of the yoke straps 118 so that they can be assembled directly into the yoke in a lateral direction. Compressed between followers 108 and 116 is a group of rubber pads 40 which form the forward cushioning unit 36a of the gear.

Disposed rearwardly of follower 116 and in engagement therewith is an abutment member 120 which bridges the end of the yoke. Member 120 is U-shaped and comprises a transversely extending wall or base portion 122 spaced from the end of the yoke, and forwardly extending side wall portions 124 which are spaced laterally of the yoke end and have abutment surfaces 126 at the forward extremities thereof in engagement with follower 116. In engagement with the rear buffing lugs 16 is a transversely extending abutment member 128. Compressed between member 120 and member 128 is a group of rubber pads 40 which form the rearward cushioning unit 38a of the gear. It will be observed in Fig. 6 that the pads of unit 38a are encircled by a U-shaped retaining band 132 which is preferably secured by means of welding to abutment member 120. The lower strap of band 132 is provided with recesses 82' for receiving assembly slugs 81 as in the previous form of the invention. As in the previous embodiment, channel-shaped aligning member 88 is provided directly above band 132 to preclude any undue vertical displacement of rearward unit 38a in service.

The modified form of my draft gear is assembled in much the same manner and sequence as is my preferred form of draft gear, the main exception being that in assembling the modified form the forward cushioning unit 36a is compressed between its associated followers and is held compressed by a pair of O-type clamps 133, as illustrated in dot-dash in Fig. 7. A drilled hole 134 on each side of follower 116 is provided for receiving one arm of each clamp while the other arm of the clamp is received in a notch 135 in follower 108. The cushioning unit, thus compressed, is placed into position within the yoke and the O-clamps removed with pry bars. The yoke is next raised into place between the car sills with follo'wer108 in engagement with front stops 1 4 and then support plate 78 is applied. Rear cushioning unit 38a, which is held compressed between members and 128 by slugs 81' and band 132 is next raised into position and support plate 86 is then applied. Slugs 81' will be released upon the application of a bufiing load sufficient to compress unit 38a beyond that which it is compressed for assembly purposes. After slugs 81 have been released the expansion of unit 38a between members 126 and 128 urges forward unit 36a forwardly so that follower 108 engages front steps 14.

The amount of precompression maintained in the cushioning units may be the same as that used for purposes of illustration in my previous form of draft gear, namely, 20,000 pounds in the forward cushioning unit and 10,000 pounds in the rearward cushioning unit. Thus upon assembly of the gear in the car, unit 36a will be tight between the front and rear abutments in the yoke and also front follower 108 will be in tight engagement with stop 14 while member 128 will be in tight engagement with rear stops 16. As may be readily seen, the operation in draft of my modified form is exactly the same as in my preferred form. r

The operation of my modified form of draft gear under a bufiing load is the same as that of the previous form, so faras concerns the compression of units 36a and 38a, although the functioning of the yoke is somewhat different. 'In buff the coupler shank 92 transmits the load to the yoke head 98 which transmits the load through the forward cushioning unit 36a to abutment member 120 and thence to the rearward cushioning unit 38a. It will be observed that the yoke straps 118 are free of any butting loads by reason of the clearance 136 provided between the end portion 138 of the yoke and bas e portion 122 of member 120. This clearance is preferably of an amount greater than the distance that follower 108 moves toward follower 116 under the maximum buffing load encountered in service. In other words, clearance 136 is such that end portion 138 of the yoke will not engage base portion 122 even under the severest service conditions. Therefore, upon the application of a buffing load to the draft gear, rearward cushioning unit 38a alone is compressed until its resistance equals the initial compression of forward cushioning unit 36a. Thereupon any additional increase in the butfing load will cause the forward cushioning unit and the rearward cushioning unit to compress in series until the bufling load has been completely dissipated. It will be clear that when both units are being compressed, all of the pads in the gear are compressed equally. In this form of the invention the yoke moves rearwardly an amount equal to the total compression or travel of cushioning units 36a and 38a, whereas in the previous form the yoke moves in buif only an amount equal to the compression of the rearward cushioning unit.

In draft the action of the gear is the same as that of the previous embodiment, with only forward unit 36a being compressed by the yoke as it is pulled forward by the coupler. As before, the load in draft at which unit 36a begins to compress is equal to the difference between the initial compression applied to the front and rear units after assembly of the gear in the car. As unit 36:: is compressed rear unit 38a expands a corresponding amount until the pads 40 in unit 38a have expanded to their unloaded thickness.

While I have mentioned certain figures which I believe are desirable for the initial compression of the forward and rearward cushioning units, it should be understood that these particular values are not essential to the proper functioning of the draft gear. The various parts of this draft gear, the yoke and the draft gear pocket, are subject to manufacturing tolerances, and certain of these variations affect the space available for the rubber pads, and necessarily result in deviations from the particular amizressi nwalaes specifiedzabove. .ighliessential require-L ment fqramy dtaftgigeargisithateimder:thesloosest eondie OQL HOE Q 3 y;anys flmbinationfnfstolerancespand iiaici-a 1913 inithe r bber; pads; the forward cushioninggnnit sheuldj el er anamount ofieompnessionithatis greater han these mnr ssio in rearward unit. This im'llwassure that the gear in ghe tight in the yokeaandiiight between and in engagement with the confronting faces '.of g

aid un sa c p er h n -operativ ly eonnected to said Y9 1 3 63: 1 t e t lt"v 9f sa dgshankfrearwar dly rela-' 'tive' tolsaid yoke, the end .;of said "shank; iormingr aforward abntment withinsaid; yoke and heingin engagement with the front endo f said forwardzunibwhen saidsgear. is in neutral; position ;in;,sa i d lpocket, rsaid forward unit ng as embled r d r predetennined initial compression. 7 in gsaid; yoke, the rearward:onepfasaid units being assembled under ai edetermined initial compression against ii'fiQd-PWfiW 9 said yokeand said rear F'stop jugs,

idini i lcompr ss on of said iorward unit being greater than -said initialcompression ofi said rearwardmnit, said 7 ldi-pQ fl D r-S id: YQke 1-I PO11Se:to movement of said coupler in draft compressing isaid forward" unit an'dflallowing said rearward unit to @XPand, said. coupler? shank upon movement thereof; in 'hutf stransmittin'gnall .bufli'ng loads to .said :in ;se r;i es,' only -;said rear .heing initially compressed upon iapplipation .of 1a .buflin'g load to the draft gear until the; compression of said rearward unit equals said initial compression of said orwardunit whereupon ,said forward and rearward ,Units :are further compressed in'series, V V V a '7 2. In adraft gear ferassemhlyhetweemtheiront and e weenftheirqnt a d earsto s-nf theadraft gea'n oeket hevportinnsj thereof; :as fall rear usmp. 'iI-IIESEJOf i an. Vdiaftgear; pocket, ssthe reombination; ofsa zsfomrdncushioningg unit engaging; sardyironte-stop lugs and.::airearwardicnshioningmnit i'engagingasaidiirear st9p,;li1gs,:a rake encirclingsaid.iforwardnjnitlandghaving amend .rportion ri nterposed :between i said units. front: and.

rear abutments associated with said yoke, said rearaabut-i ment engaging their-ear fll'ldzof said forwardi-unit rfollower means ainterposed :between :andiincengageme'nt ;with the confronting a faces :ofzsaidfforward and zsaidiront.

' abutment ltoiiplaceesaidi'forward unit .under; predetermined I initial compression :between saidbfrontandzrear abut- 1 mentsiwhenlsaid; gear is -in-ne11tra1:position in saidqaoeket,

the rearward 1 one 'iof said units .iheingrassembled eunder predetermined initial: compression between saidaend por tiomofisaidz yokeiandzsaid rearestop lugs, said initial conrpression 10f isaid forward ginittbeinglgreater ?.than said initial compressionnoflsaidl rearwardmnit, said follower means being moved rearwardly upon application ofa butfing force) throughsaidifronttabutment to:transmit all of :forceini series! through. both of -said units,:'only i said :rearward'Lunitheing initially compressed upon ap--- plicatiom of said forcezn-ntil the compression of said lastmentioned nnit'iequals'said initial compression'of -said-' forward iinit wherjeupon said forward and rearward unit-s are further compressed-inseries. a

2-3. In a: draft; gear assembly i'n accordance with elairnfl I wherein'am abutment member-is interposed between-and in engagement with said units,said-memberbridgingsaid end :po'rtion" of said-yoke and beingspaced longitudinally therefromto allow rearwardemovement ofthe latter relative to said memberainfouif;iand a' U-shaped retaining I bande'ncircling'the rearward one- 0f said units-and-being secure'd to said member; a

,' sliiljl eferences fiitedc-intthe fileof'this riatent Q UNITED-STATESTATENTS "Hinso n Jan. s, .1892 Q 

